Bolster construction for car-underframes.



F. KUCH.

Patented NOV. 2, 1909.

gil/wanton APPLICATION FILED 11133.19, 1909.

l l l I l l 0 lk.

HOLSTER GONSTRUGTION POR GAR UNDERFRAMBS.

UNITED l flAlESPA'llENT OFFICE.

FELIX KOCH, OF BELLEVUE, PENNSYLVANIA, ASSIGNOR TO PRESSED STEEL CAR COMPANY, OF PITTSBURG, PENNSYLVANIA, A CORPORATION OF NEW JERSEY.

Specification of Letters Patent.

Patented Nov. 2, 1909.

Original application tiled May 19, 1908, Serial No. 433,664. Divided and this application filed April 19, 1909. Serial No. 490,699.

To all whom it may concern:

Be it known that l, FELIX Koen, a subject of the Emperor of Germany, residing at Bellevue, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Bolster Constrl'lction for Car-Undcrframes, of which the following is a specification.

The present application constitutes a division of my application liled May 19th, 1968, Serial No. 433,664, entitled improve` ments in passenger cars.

The present application relates to improvements in bolster construction for car underframes, the structure being especially adapted for use in passenger car construction.

The invention is clearly and accurately dcscribed in the accompanying specification and shown in the accompanying drawings in which like reference characters refer to like parts, and in which;

Figure 1 is a plan view oi' the improved bolster construction, Fig. E2 is a front or rear elevation of the same, adjacent parts ol the car underframe being shown in section, Fig. 3 is a transverse section through the car underframe or a longitudinal section through the bolster construction on the line 3 3, Fig. 1, Fig. 4 is a detail sectional View on the line 4 4, Fig. 1.

An object of the present invention is to provide a light, strong and durable bolster construction, and one comprising as few parts as is consistent with maintenance of strength.

The structure herein shown and described is one in which the underframing may be kept shallow without loss of strength, thus bringing the superstructure nearer the truck, making the same especially suitable for use in connection with street railway cars.

Referring now in detail to the drawings: l represents the car center sills, each com prising a plurality of center sill sections connected at the bolster points by liangcd sections la riveted or secured to their inner faces and flanged sections 1b riveted or secured to their outer faces. The adjacent ends of the several sections of the center sills l are spaced from each other at the bolster points by the lianged sections 1, 1h, to provide a transverse aperture in the center sills 1 for the upper tie member 2 of the bolster construction. 1t will be noted that each of the sections 1 and 1b is of less depth than the main sections comprising the center sills 1 so that the tie member or tension member 2 in passing through thc center sill construction 1 rests upon the upper flanges of the sections la, 11. lt will also be noted that the main sections of the center sills 1 have their lower inwardly projecting flanges cut away at the point oi"I attachment, thc lower llangcs of the sections 1a constituting a continuation of thc lower lianges of the main sections of the center sills 1. By thus cutting away the lower llangcs of the main section of the center sills 1, thc parts are more readily and easily assembled as it is essential or desirable, for urposes of strength, to have a continuous owcr liange or compressional chord for each center sill, and by cutting the main sections of the cen ter sills 1 at the bolster points and employing section l it is possible, as shown, to form a continuous chord throughout the length of the car, and yet divide the center sills into a plurality of parts which are more easily handled in assembling the parts than if the center sills were made continuous and notched at the bolster points. The sections la, 1h, and the main sections of the center sills 1 form as stiti a structure as though the center sills were continuous and did not comprise a plurality of sections, as sections 1a, 1b, compensate for any loss in strength of the center sills due to dividing the center sill and cutting or recessing that ortion of the same above the neutral axis. i y cutting the lower liange at the main sections of the center sills l at the bolster points, the use of a deeper commercial section 1a is also permitted.

3 is the bolster center' casting or plate eX- tending from a point outside one of the center sills to a like point outside the other of the center sills, and in width about equal to the upper tie member Casting or plate 3 provides a level seat upon which rests the center sills 1. Casting or plate 3 is provided with a horizontal center under-surface and tapered ends providing a snug seat for the lower tie member or compression member 4 of the bolster. The tension member or upper tie member 2 of the bolster extends from side sill to side sill, and at the side sills is bent down and under the side sill construe` shown as comprising inner and enter longitndinal tlanged members o, and (l spaced from each other by brackets T. The lower tie member or compression member Al of the bolster is riveted to the inner longitudinal member 5, and is also riveted to the outer longitudinal member (3 through the mediinn o'lE the angle t5.

S are transverse braces extending between the side sills and the center sills l in proximity to the tension member ti are like members extending` between the center sills 1 out of alinement with the cross braces H. Braces t5 and EJ on either side. ot' the tension member 2 form trusses atiording lateral stillness to the bolster, and at the same time, in View of their proximity to the vertical plane of the tension and eoi'npression n1e1n bers they also ailord a` degree ot vertical stitness to the bolster. The braces l being' farther apart from cach other than the` braces S are from each other, it will be seen that an arched truss is thus formed adding' materially to the strength of the truss.

The bolster thus described constitutes a bolster of the truss type. s will readily be seen, the center sills 1 and center casing or plate 3 constitute the central strut of the bolster, and perform the function ot' a hing post or queen post. The tension member Q, center castingI or plate 3 and the compression member t are all perforated to receive the king pin.

lt is obvious, Without illustration, that this principle olt eonstructioii might be appled to a truck bolster for a car, although the same is illustrated in connection with a body bolster.

Having thus described my invention` the following is what I claim as new therein and desire to secure by Letters Patent:

l. In a car bolster, tension and compresi sion members in a` line transverse said members and secured to the car center sills, said beams forming struts for said bolster.

33. railway ear bolster, in combination with a renter sill comprising' a main section on each side` olf said bolster and a separate and independent section connecting said main sections extending through said bolster.

-l-. A railway ear bolster, in combination with a center sill coi1 -ttr11ction conn'nising two pairs ot main sections, each pair of Sec tions being separated by said bolster and a pair of separate and independent sections `eonneetingY the sections of each main pair and extending through said bolster.

a. ln a car bolster, a center sill. compris ing a plurality of main sections and a uniting section ot' less depth than said main sec-- tions, a truss member extending between said main sections above said uniting sections, and a second truss member extending beA neath said center sill.

ti. [n a car bolster, a` center sill comprising a plurality of main sections and uniting` sections ol less depth than said main see` tions, a truss member extending between said main sections above said uniting sections, and a second truss member extending beneath said center sill.

T. ln a i'ar bolster, comprising a center sill including spaced flanged main sections har ing their flanges removed at their adjacent ends, and a flanged uniting section having' a flange forming a continuation of the flanges of said main sections.

8. In a ear bolster, com prising a center sill including flanged sections having portions of the tlanges of their adjacent ends rcmoved, and llanged uniting sections, one of said sections having a` flange in the plane of the removed portions.

t). In a car bolster, upper and lower truss members and a center plate having a hori Zontal upper surface and a lower surface extending in a broken line, and center sills seated upon said upper surface, said lower surface forming' a seat for one of said truss members.

In testimony whereof I atiix my signature in presence of two witnesses.

FEIK KOCH.

Titnesses (gl. C. Lamina, FRAN 1i E. MILLER. 

